CN114302995B

CN114302995B - Engineering machinery

Info

Publication number: CN114302995B
Application number: CN202080060889.6A
Authority: CN
Inventors: 龟冈辽太; 西川真司; 楢崎昭广
Original assignee: Hitachi Construction Machinery Co Ltd
Current assignee: Hitachi Construction Machinery Co Ltd
Priority date: 2019-10-31
Filing date: 2020-10-28
Publication date: 2023-05-09
Anticipated expiration: 2040-10-28
Also published as: EP4012107A4; US20220333356A1; WO2021085479A1; JP2021070991A; KR20220038761A; CN114302995A; EP4012107A1; KR102639598B1; JP7182536B2

Abstract

The invention provides a construction machine, which can prevent automatic release of action restriction accompanying unexpected rapid acceleration of an operator even if the inclination angle of a vehicle body changes. The device comprises: an operable vehicle body (50); a 3D sensor (obstacle detection device) (5, 6, 7, 8) that detects obstacles present around a vehicle body (50); an inclination angle determination device (inclination angle detection device) (9) that detects an inclination angle of the vehicle body (50); and a vehicle body controller (control device) (14) equipped with an operation limiting function for executing a limiting control for limiting the operation of the vehicle body (50) when an obstacle is detected by the 3D sensor (obstacle detection device) (5, 6, 7, 8), wherein the vehicle body controller (control device) (14) disables the operation limiting function when the limiting control is not executed by the operation limiting function when the tilt angle of the vehicle body (50) exceeds a predetermined threshold, and does not disable the operation limiting function when the limiting control is executed by the operation limiting function when the tilt angle of the vehicle body (50) exceeds the predetermined threshold.

Description

Engineering machinery

Technical Field

The present invention relates to a construction machine, and more particularly, to a construction machine having a function of restricting turning and traveling operations when a person or object is detected around the construction machine.

Background

In order to avoid contact between the construction machine and surrounding persons and objects, a construction machine has been proposed in which a sensor for detecting persons and objects around the construction machine is attached to the construction machine, and which has a function of slowing down or stopping the turning and traveling operation (hereinafter, sometimes referred to as an operation limiting function) when the sensor detects a person or object.

When a work machine having this function detects a person during tilting and the movement restriction is performed, the movement speed is rapidly reduced, and the vehicle body may be unbalanced due to the reaction. As described above, in order to avoid the unbalance of the vehicle body, a technique of disabling the control of the restricting operation in the tilting has been proposed.

Patent document 1 proposes the following functions: in a construction machine having a zone limitation control function, when it is determined that the vehicle body is likely to tip obliquely based on information of a vehicle body inclination angle, tip-over is prevented by releasing the zone limitation control.

In the same way, it is considered that the proposed technique is applied to a construction machine having a function of restricting operation by detecting an obstacle, and countermeasures are taken to invalidate operation restriction when the inclination angle of the vehicle body is large.

Prior art literature

Patent literature

Patent document 1: japanese patent laid-open No. 8-269998

Disclosure of Invention

Problems to be solved by the invention

However, when the inclination is increased as in patent document 1, if the inclination is increased and the vehicle enters the inclined surface by traveling in a state in which the operation restriction is active, the operation restriction is automatically released, and unexpected rapid acceleration by the operator occurs, which gives the operator a sense of discomfort. In addition, when the motion restriction is suddenly released in the vicinity of the obstacle, the speed of approaching the obstacle increases against the consciousness of the operator.

The invention aims to provide a construction machine, which can prevent automatic release of action restriction accompanied by unexpected rapid acceleration of an operator even if the inclination angle of a vehicle body changes.

Means for solving the problems

In order to solve the above problems, a construction machine according to the present invention includes: an operable vehicle body; an obstacle detection device that detects an obstacle existing around the vehicle body; an inclination angle detection device that detects an inclination angle of the vehicle body; and a control device that carries an operation limiting function that performs a limiting control to limit an operation of the vehicle body when the obstacle detecting device detects an obstacle, wherein the control device disables the operation limiting function when the limiting control is not performed by the operation limiting function when the inclination angle of the vehicle body exceeds a predetermined threshold value, and does not disable the operation limiting function when the limiting control is performed by the operation limiting function when the inclination angle of the vehicle body exceeds the predetermined threshold value.

Effects of the invention

According to the present invention, when the operation restriction does not work when the vehicle body is tilted, the operation restriction function is disabled, and when the operation restriction does not work, for example, when the operation lever is in the non-operation state by the operator, the operation restriction function is disabled by releasing the restriction control, whereby the automatic release of the operation restriction accompanying unexpected rapid acceleration by the operator can be prevented.

The problems, structures, and effects other than those described above will become apparent from the following description of the embodiments.

Drawings

Fig. 1 is a diagram showing an external appearance of a hydraulic excavator, which is an example of a construction machine according to an embodiment of the present invention.

Fig. 2 is a diagram showing a mounting position and a detection area of the obstacle detection device in the embodiment of the present invention.

Fig. 3 is a diagram showing a system configuration according to an embodiment of the present invention.

Fig. 4 is a diagram showing a configuration of a control unit related to operation restriction when an obstacle is detected in the embodiment of the present invention.

Fig. 5 is a flowchart showing the processing of the detection determination unit.

Fig. 6 is a flowchart showing the processing content of the inclination determination unit.

Fig. 7 is a flowchart showing a part of the processing content of the operation state determination unit for determining the operation state for each operation.

Fig. 8 is a flowchart showing a part of the processing content of the operation state determination unit for determining the operation state of the vehicle body.

Fig. 9 is a flowchart showing the entire processing content of the operation restriction instruction unit.

Fig. 10 is a flowchart showing the processing content of the restriction control in the non-inclined state in the sub-process of the operation restriction instruction unit.

Fig. 11 is a flowchart showing the processing content of the limitation control in the non-detection state in the sub-process of the limitation control processing in the non-tilting state of the operation limitation instruction unit.

Fig. 12 is a flowchart showing the processing of the solenoid valve control unit.

Fig. 13 is a flowchart showing the processing of the engine rotation control unit.

Detailed Description

Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the drawings, portions having the same function may be denoted by the same reference numerals, and overlapping description may be omitted. The front-rear, left-right, up-down directions described in the present specification refer to directions viewed from an operator riding (a driver's seat of) a construction machine. The present embodiment is described by way of example of a hydraulic excavator capable of traveling and turning, but is not limited to the hydraulic excavator, and is of course applicable to all construction machines.

(description of Hydraulic excavator)

In fig. 1, a hydraulic excavator (construction machine) 100 is schematically constituted by a crawler-type lower traveling structure 1, an upper revolving structure 2 provided rotatably with respect to the lower traveling structure 1, and a front working machine 3 having an excavating work unit or the like.

A pair of left and right travel hydraulic motors (also referred to as travel motors) (not shown in fig. 1) are disposed on the lower traveling body 1, and each crawler belt is independently rotationally driven by the travel hydraulic motors and a reduction mechanism thereof, and travels forward or backward.

The upper revolving structure 2 includes: an operation device for performing various operations of the hydraulic excavator 100, a cab 4 such as a driver's seat on which an operator sits, a prime mover such as an engine, a hydraulic pump, a swing motor (not shown in fig. 1), and the like are disposed, and the upper swing body 2 is swung in a rightward or leftward direction with respect to the lower traveling body 1 by the swing motor. A display device (not shown in fig. 1) is provided inside the cab 4, and displays various types of gauges and body information so that an operator can confirm the condition of the hydraulic excavator (construction machine) 100.

Front working machine 3 is attached to the front portion of upper revolving unit 2 so as to be capable of tilting. The front working machine 3 includes a boom 3a, an arm 3b, and a bucket 3c, the boom 3a is vertically movable by a boom cylinder 3d, the arm 3b is operated to a dumping side (opening side) or a pushing side (pushing side) by an arm cylinder 3e, and the bucket 3c is operated to the dumping side or the pushing side by a bucket cylinder 3 f.

The vehicle body 50 capable of running and turning is constituted by the lower running body 1 and the upper turning body 2 (in which the front working machine 3 is provided).

(description about obstacle detecting device)

The vehicle body 50 at the rear end, the left end, and the right end of the hydraulic excavator 100 is mounted with

3D sensors

5, 6, 7, 8 as obstacle detection devices for detecting obstacles existing around the vehicle body 50. The 3D sensor is an infrared sensor of a light pulse Time-of-flight system (TOF: time-of-flight) type, and CAN determine whether an object is detected or not in a predetermined detection area, determine whether an obstacle is detected in the sensor, and output a determination result thereof by CAN communication.

(description about the inclination angle determination device)

A tilt angle determination device (tilt angle detection device) 9 for acquiring (detecting) tilt angle information of the vehicle body 50 is mounted on the vehicle body 50 at the center of rotation of the hydraulic excavator 100. The inclination angle determination device is composed of an inertial measurement unit (IMU: inertial Measurement Unit) and a controller for calculating the inclination angle. Here, the acceleration and the angular velocity are output from the IMU, and the output acceleration and angular velocity are calculated by the controller, so that the roll angle and the pitch angle are calculated. Then, the controller calculates the tilt angle of the vehicle body 50 by combining the roll angle and the pitch angle, and outputs the value of the tilt angle through CAN communication.

(description about obstacle detection device and detection area)

Fig. 2 is a diagram showing mounting positions and detection areas of the

3D sensors

5, 6, 7, 8 as obstacle detection devices.

The 3D sensor 5 is mounted on the left side of the rear end of the vehicle body 50, the 3D sensor 6 is mounted on the right side of the rear end, the 3D sensor 7 is mounted on the left side, and the 3D sensor 8 is mounted on the right side. The

3D sensors

5, 6, 7, 8 are set to have a width (angle) detectable in the vertical direction and the horizontal direction, and the detection areas of the 4

3D sensors

5, 6, 7, 8 can cover the space behind the periphery of the vehicle body 50. The detection areas of the

3D sensors

5, 6, 7, 8 are used to set detection areas for reducing the possibility of occurrence of an accident due to contact between the hydraulic shovel 100, which is started to move the hydraulic shovel 100, and surrounding operators. That is, the detection area is set so that an obstacle existing in the range in which the upper revolving unit 2 moves can be detected in a short time when the hydraulic shovel 100 starts revolving or traveling, the range in which the 3D sensor 5 detects the obstacle is defined as the detection area 10, the range in which the 3D sensor 6 detects the obstacle is defined as the detection area 11, the range in which the 3D sensor 7 detects the obstacle is defined as the detection area 12, and the range in which the 3D sensor 8 detects the obstacle is defined as the detection area 13. The

detection areas

10, 11, 12, 13 each have a range of a predetermined depth and width from the vehicle body 50 and a predetermined height or more (a predetermined height or more from the ground) as detection areas for detecting an obstacle so as not to detect a crawler of the lower traveling body 1 of the hydraulic shovel 100 itself as an obstacle.

(description about the state regarded as the obstacle being detected)

Each

3D sensor

5, 6, 7, 8 determines whether an obstacle is present in the

detection area

10, 11, 12, 13. In the present embodiment, it is determined by the 3D sensor that an obstacle (person or object) is detected when 1 or more obstacles (person or object) exist in the areas of the

detection areas

10, 11, 12, 13 formed by the

3D sensors

5, 6, 7, 8 as the obstacle detection means.

(description of the system configuration as a structural part of a typical hydraulic excavator)

The cab 4 of the hydraulic excavator 100 according to the present embodiment is provided with: a vehicle body controller 14 which is a control device for controlling the operation of the entire body; a lock switch 15 which is a lever switch for switching operation lock means for switching whether or not all operations of the vehicle body 50 are possible; and an engine control dial 16 for manually changing the engine speed.

In addition, an operation device for performing various operations of the hydraulic shovel 100 is provided in the cab 4 of the hydraulic shovel 100. In fig. 3, as means for indicating the operation device, a turning operation lever 17 indicating one of a left turning operation and a right turning operation, a travel operation lever 18 indicating one of a right forward travel operation, a right backward travel operation, a left forward travel operation and a left backward travel operation, and a front operation lever 19 indicating one of a boom raising operation, a boom lowering operation, an arm pushing operation, an arm dumping operation, a bucket pushing operation and a bucket dumping operation are shown as representative. In the following, the swing lever 17, the travel lever 18, and the front lever 19 are collectively referred to as

levers

17, 18, and 19, and the swing lever 17 may operate an actuator for swinging (left swing, right swing) the vehicle body 50, the travel lever 18 may operate an actuator for traveling (right forward travel, right backward travel, left forward travel, and left backward travel) the vehicle body 50, and the front lever 19 may operate an actuator for operating the front working machine 3 (boom lifting, boom lowering, arm pushing, arm dumping, bucket pushing, and bucket dumping).

The hydraulic excavator 100 according to the present embodiment includes the engine 20 as a prime mover, and the engine control device 21 electrically connected to the engine 20 grasps the state of the engine 20 from signals of a temperature sensor and a pickup sensor incorporated in the engine 20, and controls the rotation speed and torque by a control valve or the like.

The vehicle body controller 14 and the engine control device 21 are connected by CAN communication, and transmit and receive necessary information. For example, in the engine speed control, the vehicle body controller 14 determines an engine target speed in accordance with the engine control dial voltage, the operation state of the operation lever, the pump load state, and the temperature condition, and sends the engine target speed to the engine control device 21. The engine control device 21 controls the engine 20 so as to be the engine target rotation speed, calculates the actual engine rotation speed from the signal of the pickup sensor incorporated in the engine 20, and sends the actual engine rotation speed to the vehicle body controller 14.

The hydraulic fluid discharged from the variable displacement hydraulic pump 22 driven by the engine 20 is supplied to a travel motor 3g, which is a hydraulic actuator that travels the vehicle body 50, a swing motor 3h, which is a hydraulic actuator that swings the vehicle body 50, and boom cylinders 3d, arm cylinders 3e, and bucket cylinders 3f, which are hydraulic actuators that actuate the boom 3a, the arm 3b, and the bucket 3c that constitute the front working machine 3, through control valves 23 that control the flow of the hydraulic fluid to the respective hydraulic actuators.

In addition, in general, in the

hydraulic excavator

100, 2 hydraulic pumps are mounted in consideration of a situation in which a plurality of actuators are simultaneously operated, etc., but in fig. 3, one of them is represented. The hydraulic oil discharged from the first pump, here, the first pump is used to drive the boom, the arm, the bucket, and the right travel (i.e., the right crawler belt), and the hydraulic oil discharged from the second pump, here, the second pump is used to drive the boom, the arm, the swing, and the left travel (i.e., the left crawler belt).

The operation levers 17, 18, and 19 are pilot valves, which are manual pressure reducing valves, and the primary pressure is reduced in accordance with the operation amounts of the operation levers 17, 18, and 19 to generate pilot valve secondary pressures. The generated secondary pressure moves a plurality of spools (directional control valves) in the control valve 23, and thereby the flow of the hydraulic oil discharged from the hydraulic pump 22 is adjusted, whereby the corresponding actuator can be operated.

A hydraulic pressure source 24 from a pilot pump driven by the engine 20 is supplied to a pump regulator 25 and a lock valve 26 as operation lock means, and a pilot primary pressure (4 MPa) is held by a pilot relief valve not shown.

The pump regulator 25 includes a pump flow rate control solenoid valve, which is a solenoid proportional valve used to reduce the pilot primary pressure from the hydraulic pressure source 24, and reduces the pilot primary pressure in accordance with the current (mA) output from the vehicle body controller 14. The pump regulator 25 incorporates a tilting (displacement) control mechanism of the hydraulic pump 22, and controls the displacement of the hydraulic pump 22, i.e., the discharge flow rate, in accordance with the pump flow rate control pressure, i.e., the output (secondary pressure) of the pump flow rate control solenoid valve.

The pump regulator 25 has the following characteristics: the pump volume is minimum when the pump flow control pressure is minimum (0 MPa), and the pump volume is maximum when the pump flow control pressure is maximum (4 MPa).

The pump flow control solenoid valve has the following characteristics: in the non-control state (0 mA), the vehicle body controller 14 increases the command current and increases the pump flow rate control pressure at the off position (0 MPa). A pump flow rate control pressure sensor 27 for detecting a pump flow rate control pressure is provided in the pump regulator 25.

The lock valve 26 is an operation lock means for switching whether or not all operations of the vehicle body 50 are possible. The lock valve 26 is switched to the off position and the circuit on position by a solenoid driven by the vehicle body controller 14. When a lock lever (not shown) provided in the cab 4 is in a locked position, the lock switch 15 is in an off (open-between-terminals) state. The vehicle body controller 14 monitors the state of the lock switch 15, and sets the lock valve 26 to the off position in the non-excited state when the lock switch 15 is turned off. When a lock lever (not shown) provided in the cab 4 is in the unlock position, the lock switch 15 is in an on (inter-terminal conduction) state. The vehicle body controller 14 monitors the state of the lock switch 15, and when the lock switch 15 is turned on, applies 24V to the lock valve 26, and sets the circuit connection position in the excited state.

When the lock valve 26 is in the off position, the pilot primary pressure is not supplied to the swing lever 17, the travel lever 18, and the front lever 19. Therefore, even when the operation levers 17, 18, and 19 are operated, the pilot valve secondary pressure does not increase, and the valve body in the control valve 23 cannot be switched, so that the entire operation of the vehicle body 50 cannot be performed.

When the lock valve 26 is in the circuit communication position, pilot primary pressure is supplied to the swing lever 17, the travel lever 18, and the front lever 19. Accordingly, the pilot valve secondary pressure increases in accordance with the operation of the operation levers 17, 18, and 19, and the valve element in the control valve 23 can be switched, whereby the vehicle body 50 can be operated.

A swing operation pressure sensor 28 for detecting the pilot valve secondary pressure is provided in the pilot circuit between the swing operation lever 17 and the control valve 23. A travel operation pressure sensor 29 for detecting the pilot valve secondary pressure is provided in the pilot circuit between the travel operation lever 17 and the control valve 23. A front operation pressure sensor 30 for detecting the pilot valve secondary pressure is provided in the pilot circuit between the front operation lever 19 and the control valve 23. Although omitted in the drawings, the front operation pressure sensor 30 is provided with a boom operation pressure sensor, an arm operation pressure sensor, and a bucket operation pressure sensor, respectively.

Signals of the swing operation pressure sensor 28, the travel operation pressure sensor 29, and the front operation pressure sensor 30, that is, the boom operation pressure sensor, the arm operation pressure sensor, and the bucket operation pressure sensor are input to the vehicle body controller 14, and the vehicle body controller 14 grasps the operation state of the hydraulic excavator 100. The vehicle body controller 14 includes an operation state determination unit (fig. 4) that is a control unit serving as operation state determination means, and the operation state determination unit determines whether or not an operation is performed for each individual operation, and determines that the vehicle body is not operated when all the operation pressure sensors determine that there is no operation. Hereinafter, the turning operation pressure sensor 28, the traveling operation pressure sensor 29, and the front operation pressure sensor 30 may be collectively referred to as

operation pressure sensors

28, 29, and 30.

A pump discharge pressure sensor 31 for detecting a pump discharge pressure is provided in the delivery circuit between the hydraulic pump 22 and the control valve 23. The signal of the pump discharge pressure sensor 31 is input to the vehicle body controller 14, and the vehicle body controller 14 grasps the pump load of the hydraulic excavator 100.

The vehicle body controller 14 calculates an operation-based pump target flow rate in response to the input of the engine speed and the

operation pressure sensors

28, 29, 30. The vehicle body controller 14 calculates a horsepower limit (kW) in accordance with the engine speed, the operation state, and other vehicle body states (temperature, etc.), and calculates the pump-up restriction amount based on the horsepower limit based on the input of the pump discharge pressure sensor 31 and the horsepower limit. The vehicle body controller 14 selects the smaller one of the pump target flow rate based on the operation and the pump upper limit flow rate based on the horsepower limit as the pump target flow rate, and drives the pump flow rate control solenoid valve to achieve the flow rate.

(explanation of the system configuration as a constituent part of the surrounding detection operation restriction system on the premise)

The cab 4 of the hydraulic excavator 100 includes a surrounding detection monitor 32 and a warning buzzer 33, which are display devices for notifying the operator of the detection information of the

3D sensors

5, 6, 7, 8 and the state of the vehicle body operation restriction based on surrounding detection.

The

3D sensors

5, 6, 7, 8, the surrounding detection monitor 32, and the body controller 14 are connected by CAN communication, and transmit and receive necessary information. By this CAN communication, the vehicle body controller 14 and the surrounding detection monitor 32 CAN know whether or not an obstacle is detected for each of the

detection areas

10, 11, 12, and 13, and when 1 or more obstacles (persons or objects) exist in the areas of the

detection areas

10, 11, 12, and 13 formed by the

3D sensors

5, 6, 7, and 8 as obstacle detection devices, the vehicle body controller 14 determines that an obstacle is detected, and when no obstacle (person or object) exists in all the detection areas, it determines that an obstacle is not detected.

A turning pilot pressure limiting solenoid valve 34 is provided as one of the vehicle body operation limiting means in the pilot circuit between the turning operation lever 17 and the control valve 23. When the turning pilot pressure control solenoid valve 34 is in a circuit-connected state at the time of non-control (0 mA), the current (mA) output from the vehicle body controller 14 increases, and thus the pilot pressure is restricted and the turning operation is restricted. A traveling pilot pressure limiting solenoid valve 35 is provided as one of the vehicle body operation limiting means in the pilot circuit between the traveling operation lever 18 and the control valve 23. When the traveling pilot pressure limiting solenoid valve 35 is in a circuit-connected state at the time of non-control (0 mA), the current (mA) output from the vehicle body controller 14 increases, and thus the pilot pressure is limited and the traveling operation is limited.

The tilt angle determination device 9 is connected to the vehicle body controller 14 by CAN communication, and the value of the tilt angle obtained by the tilt angle determination device 9 is transmitted to the vehicle body controller 14. The vehicle body controller 14 determines whether or not the value of the inclination angle is equal to or greater than an angle threshold value (described later) at which the operation limiting function is disabled, determines that the vehicle body 50 is inclined if the value of the inclination angle is equal to or greater than the threshold value, and determines that the vehicle body 50 is not inclined if the value of the inclination angle is smaller than the threshold value.

(explanation of the structure of the control section)

Although not shown, the vehicle body controller 14 as a control device is configured as a microcomputer (microcomputer) including a storage device such as a microcomputer CPU (Central Processing Unit) for performing various operations, ROM (Read Only Memory) or HDD (Hard Disk Drive) for storing programs for executing the operations of the CPU, RAM (Random Access Memory) which is a work area when the CPU executes the programs, and the like. Each function of the vehicle body controller 14 is realized by the CPU loading and executing various programs stored in the storage device into the RAM.

In the present embodiment, the vehicle body controller 14 is equipped with an operation restriction function that performs restriction control for restricting (decelerating or stopping) the operation of the vehicle body 50 when a surrounding obstacle is detected by the

3D sensors

5, 6, 7, 8 as obstacle detection means.

As a control section for restricting the movement of the vehicle body when an obstacle is detected, a detection determination section 36 for determining whether an obstacle (person or object) is detected or not, a tilt determination section 37 for determining whether the vehicle body 50 is tilted or not, and an operation state determination section 38 for determining the operation state based on the respective information (that is, the swing operation pressure, the travel operation pressure, and the front operation pressure) of the swing operation pressure sensor 28, the travel operation pressure sensor 29, and the front operation pressure sensor 30 are provided in the control section of the vehicle body controller 14. Further, an operation restriction instruction unit 39 for issuing an operation restriction instruction based on the determination result of the determination unit, an electromagnetic valve control unit 40 for outputting a turning pilot pressure restriction electromagnetic valve 34 and a traveling pilot pressure restriction electromagnetic valve 35 based on an electromagnetic valve instruction output from the operation restriction instruction unit 39 and a solenoid valve current cut-off electromagnetic valve current, and an engine rotation control unit 41 for outputting an engine target rotation speed based on an engine rotation speed instruction output from the operation restriction instruction unit 39 are provided.

(detailed description of the control units detection determination unit)

Fig. 5 is a flowchart showing the processing of the detection determination unit 36.

First, it is determined whether or not an object (person, object) is detected within the range of the detection area 10 transmitted from the 3D sensor 5 (S1). When the detection is performed in the detection area 10, it is determined that the vehicle body 50 is in the detected state, and the obstacle detection state v1 as a variable is set to "detected" (S6). If no object is detected in the detection area 10, it is determined whether or not an object is detected within the detection area 11 transmitted from the 3D sensor 6 (S2). When the detection is performed in the detection area 11, it is determined that the vehicle body 50 is in the detected state, and the obstacle detection state v1 as a variable is set to "detected" (S6). If no object is detected in the detection area 11, it is determined whether or not an object is detected within the range of the detection area 12 transmitted from the 3D sensor 7 (S3). When the detection is performed in the detection area 12, it is determined that the vehicle body 50 is in the detected state, and the obstacle detection state v1 as a variable is set to "detected" (S6). If no object is detected in the detection area 12, it is determined whether or not an object is detected within the detection area 13 transmitted from the 3D sensor 8 (S4). When the detection is performed in the detection area 13, it is determined that the vehicle body 50 is in the detected state, and the obstacle detection state v1 as a variable is set to "detected" (S6). If all of the

detection areas

10, 11, 12, 13 are not detected, it is determined that the vehicle body 50 is in a non-detected state, and the obstacle detection state v1 as a variable is set to "non-detected" (S5).

The obstacle detection state v1, which is the determination result of the detection determination unit 36, is sent to the operation restriction instruction unit 39.

(detailed description of the control units Tilt determination unit)

Fig. 6 is a flowchart showing the processing of the inclination determination unit 37.

It is determined whether or not the tilt angle transmitted from the tilt angle determination device 9 is equal to or larger than a tilt determination threshold C1 (for example, 9 degrees) (S7). When the inclination angle is equal to or greater than the inclination determination threshold C1, it is determined that the vehicle body 50 is in an inclined state, and the inclined state v2 is set to "inclined" (S8). If the inclination angle is smaller than the inclination determination threshold C1, it is determined that the vehicle body 50 is not inclined, and the inclination state v2 is set to "no inclination" (S9).

Here, the inclination determination threshold C1 is set to an angle threshold that disables the operation limiting function of executing the limiting control, and is set to an inclination angle that is earlier than when the ground is detected within the range of the

detection areas

10, 11, 12, 13 transmitted from the

3D sensors

5, 6, 7, 8 when the vehicle body 50 is inclined. That is, an angle smaller than the inclination angle of the vehicle body 50 when the

detection areas

10, 11, 12, 13 transmitted from the

3D sensors

5, 6, 7, 8 are brought into contact with the ground due to the inclination of the vehicle body 50 is taken as an angle threshold (inclination determination threshold C1) at which the operation restriction function is disabled.

By setting the inclination determination threshold value C1 in this way, even in a situation where the vehicle body 50 is inclined and the ground is detected (the

detection areas

10, 11, 12, 13 are in contact with the ground), the operation restriction function is not effective until the

detection areas

10, 11, 12, 13 are in contact with the ground by the processing described later, and therefore, for example, when the vehicle body 50, which is not in effect of the operation restriction, travels to enter the inclined state and starts to rise along the inclined plane, even if the inclination angle of the vehicle body 50 increases and the

detection areas

10, 11, 12, 13 detect the ground, the sudden deceleration of the travel which is unexpected by the operator, which is in effect of the operation restriction, does not occur, and the operator is not given uncomfortable feeling in operation.

The inclination state v2, which is the determination result of the inclination determination unit 37, is sent to the operation restriction instruction unit 39.

(detailed description of the control units operation state determination unit)

Fig. 7 is a flowchart showing a part of the processing content of the operation state determination unit 38 for determining the operation state for each operation.

First, it is determined whether or not the swing operation pressure is equal to or higher than an operation on determination threshold C2 (for example, 0.5 MPa) (S10). When the swing operation pressure is equal to or higher than the operation on determination threshold C2, it is determined that the swing is operated, and the swing operation state v3 as a variable is set to "in operation" (S11). If the swing operation pressure is smaller than the operation on determination threshold C2, it is determined that the swing is not operated, and the swing operation state v3 as a variable is set to "non-operation" (S12). Next, it is determined whether or not the running operation pressure is equal to or higher than an operation on determination threshold C2 (for example, 0.5 MPa) (S13). When the running operation pressure is equal to or higher than the operation on determination threshold C2, it is determined that the running operation is being performed, and the running operation state v4 as a variable is set to "in operation" (S14). If the running operation pressure is smaller than the operation on determination threshold C2, it is determined that the running is not operated, and the running operation state v4 as a variable is set to "non-operation" (S15). Next, it is determined whether or not the previous operation pressure is equal to or higher than an operation on determination threshold C2 (for example, 0.5 MPa) (S16). If the front operation pressure is equal to or higher than the operation on determination threshold C2, it is determined that the front working machine is operated, and the front operation state v5 as a variable is set to "in operation" (S17). If the front operation pressure is smaller than the operation on determination threshold C2, it is determined that the front working machine is not operated, and the front operation state v5 as a variable is set to "non-operation" (S18).

Fig. 8 is a flowchart showing a part of the processing content of the operation state determination unit 38 for determining the operation state of the vehicle body.

First, it is determined whether or not the swing operation state v3 is "in operation" (S19). If the turning operation state v3 is "in operation", it is determined that the vehicle body 50 is in operation, and the vehicle body operation state v6 as a variable is "in operation" (S23). If the swing operation state v3 is not "in operation" (if it is "no operation"), it is determined whether the running operation state v4 is "in operation" (S20). If the running operation state v4 is "in operation", it is determined that the vehicle body 50 is in operation, and the vehicle body operation state v6 as a variable is set to "in operation" (S23). If the running operation state v4 is not "in operation" (if "no operation"), it is determined whether the previous operation state v5 is "in operation" (S21). If the front operation state v5 is "in operation", it is determined that the vehicle body 50 is in operation, and the vehicle body operation state v6 as a variable is set to "in operation" (S23). If all of the swing operation state v3, the travel operation state v4, and the front operation state v5 are not "in operation" (if "no operation"), it is determined that the vehicle body 50 is the no operation state, and the vehicle body operation state v6 as a variable is set to "no operation" (S22).

The turning operation state v3, the running operation state v4, and the vehicle body operation state v6, which are the determination results of the operation state determination unit 38, are sent to the operation restriction instruction unit 39.

(detailed description of the control units operation restriction instruction unit)

Fig. 9 is a flowchart showing the entire processing content of the operation restriction instruction unit 39.

First, it is determined whether or not the inclination state v2 transmitted from the inclination determination unit 37 is "inclined" (S24), and if the inclination state v2 is not "inclined" (if it is "not inclined"), the control command is transferred to the non-inclined state (S25). The control command (S25) in the non-inclined state will be described later. If the inclination state v2 is "inclination", it is determined whether the rotation speed command v8 is "rotation limit" (for example, 800 rpm) (that is, if the operation limit is made to act to execute the limit control) (S26), if the rotation speed command v8 is "rotation limit" (for example, if the limit control is executed), the flow proceeds to the next step S27, and if the rotation speed command v8 is not "rotation limit" (for example, if the limit control is not executed), the rotation speed command v8 is set to "maximum rotation speed" (for example, 2000 rpm) (S28), the revolution stop command pressure v9 is set to "opening pressure" (for example, 4 MPa) (S29), and the running stop command pressure v10 is set to "opening pressure" (for example, 4 MPa) (S30). That is, if the rotation speed command v8 is not "limited rotation speed" (i.e., if the limitation control is not executed), the operation limitation function of executing the limitation control is disabled.

In step S27, it is determined whether or not the vehicle body operation state v6 transmitted from the operation state determination unit 38 is "in operation" (i.e., whether or not any one of the

levers

17, 18, 19 is in operation), if the vehicle body operation state v6 is "in operation" (i.e., if any one of the

levers

17, 18, 19 is in operation), the processing is returned, if the vehicle body operation state v6 is not "in operation" (if it is "not in operation") (i.e., if any one of the

levers

17, 18, 19 is not in operation), the rotational speed command v8 is set to the "maximum rotational speed" (e.g., 2000 rpm) (S28), the swing stop command pressure v9 is set to the "opening pressure" (e.g., 4 MPa) (S29), and the travel stop command pressure v10 is set to the "opening pressure" (e.g., 4 MPa) (S30). That is, when the rotation speed command v8 is "the restricted rotation speed" (that is, the restriction control is executed by the operation restriction function), the operation restriction function that executes the restriction control is not deactivated (kept activated) in the case where the vehicle body operation state v6 is "in operation" (that is, in the case where any one of the operation levers 17, 18, 19 is in operation), and the restriction control is released and the operation restriction function is deactivated after the vehicle body operation state v6 is "non-operation" (that is, after any one of the operation levers 17, 18, 19 is in non-operation).

In the present embodiment, as shown in the processing content of a control command (S25) in a non-tilting state described later, basically, when an object is detected, the operation restriction is made to act to execute restriction control, and the rotational speed command v8 is set to "a restricted rotational speed" (for example, 800 rpm), and the operation speed of the vehicle body 50 is slowed down.

By performing this processing shown in fig. 9, for example, even in the case where an obstacle is detected during flat running and the vehicle enters a tilting state in a state where the engine rotation speed due to the operation restriction is restricted to be low, the state where the engine rotation speed is restricted is maintained during running (i.e., in a state where the operation lever is operated), and the operation restriction is released at the timing where the running operation is stopped (i.e., after the operation lever is brought into a non-operated state). Thus, the abrupt acceleration of the travel unexpected by the operator is not generated, and the uncomfortable feeling caused by the switching of the restriction release is not brought about.

(detailed description of the control units the sub-process of the operation restriction instruction unit)

Fig. 10 is a flowchart showing the processing content of the control command (S25) in the non-inclined state in the sub-process of the operation restriction command unit 39.

First, it is determined whether or not the inclination state v2 before step 1 is "inclined" (i.e., whether or not immediately after the change from "inclined" to "non-inclined") (S31), and if the inclination state v2 before step 1 is not "inclined" (if "non-inclined"), the flow proceeds to step S38 where it is determined whether or not the obstacle detection state v1 sent from the detection determination unit 36 is "detected". In the non-inclined state, it is determined whether or not the obstacle detection state v1 is "detected" (S38), and if the obstacle detection state v1 is "detected", the process proceeds to step S39 for allowing the next operation restriction to be performed, and if the obstacle detection state v1 is not "detected" (if it is "non-detected"), the process proceeds to step S44 for releasing the operation restriction. The limitation control (S44) in the non-detection state will be described later. In step S39, the rotational speed command v8 is set to "a limited rotational speed" (for example, 800 rpm), and in the next step S40, it is determined whether or not the turning operation state v3 is "no operation". If the swing operation state v3 is "non-operation", the swing stop command pressure v9 is set to "cut-off pressure" (for example, 0 MPa) (S41), and if the swing operation state v3 is not "non-operation" (if "in operation"), it is determined whether the running operation state v4 is "non-operation" (S42). If the running operation state v4 is "no operation", the running stop command pressure v10 is set to "cut-off pressure" (for example, 0 MPa) (S43), otherwise the process is returned.

When the turning stop command pressure v9 and the travel stop command pressure v10 output the "off pressure", the turning and travel are not started by the processing of the solenoid valve control unit 40 described later.

Through the series of processing from step S38 to step S44, restriction control is performed to exert an action restriction when an obstacle is detected. By reducing the engine speed to the "limit speed", the detection of the obstacle is transmitted to the operator through the sense of body, and the vehicle body 50 is restrained from continuing to move in the state where the obstacle is detected. By setting the stop command pressure to the "cut-off pressure", the vehicle body 50 is not rotated or driven, and the possibility of contact between the vehicle body 50, in which the vehicle body 50 starts to move, and an obstacle is reduced. Here, the reason why the vehicle is not operated when the turning and running stop is not in the non-operating state is that the vehicle is not in a state in which the balance is not broken by suddenly stopping the turning and running during the operation of the vehicle.

Next, a process when switching from "tilt" to "non-tilt" (yes in step S31) will be described. In step S31, when it is determined that the tilting state v2 before step 1 is "tilting", that is, when the state is switched from "tilting" to "non-tilting", the operation restriction instruction unit 39 first determines whether or not the rotation speed instruction v8 is "restriction rotation speed" (that is, whether or not the operation restriction is performed to perform restriction control) (S32). If the rotation speed command v8 is "rotation speed limit", that is, if the state of operation is kept continued while the operation limit is in effect, the operation is shifted from the tilted state to the non-tilted state, and in this case, the operation is immediately shifted to the operation limit operation and the release process in the non-tilted state after step S38. When the rotation speed command v8 is not "limited rotation speed", that is, when the operation limiting function is in an inactive state according to the tilting state, the counting of the limitation canceling duration t is started (S33). Here, the initial value is set to 0 and the maximum value is set to the determination time T (for example, 5 seconds) for the range of the restriction release duration T. Next, it is determined whether or not the limitation canceling duration T is equal to or longer than the determination time T (S34), if the limitation canceling duration T is smaller than the determination time T, it is determined whether or not the tilting state v2 becomes "tilting" during the counting of the limitation canceling duration T (S35), and if the tilting state v2 is not "tilting" (if "non-tilting" continues), the process returns to step S34 again, and the control state is maintained until the counted limitation canceling duration T reaches the determination time T.

That is, when the operation limiting function is deactivated, in other words, when the inclination angle of the vehicle body 50 is lower than (reaches) the inclination determination threshold C1 for activating the operation limiting function, the deactivated state of the operation limiting function is continued for a predetermined time (determination time T) from then on.

By this cyclic treatment, the following effects can be obtained. For example, when moving to a flat ground (non-inclined) with an inclination that is not effective for the motion restriction function by traveling, it is considered that the inclined surface is detected in a detection range behind the vehicle body at a position that descends along the inclined surface. At this time, when the operation restriction (engine speed reduction) due to the detection of the object is exerted, the vehicle body 50 is rapidly decelerated, and the operator is given a sense of discomfort. In the present embodiment, after switching from "tilting" to "non-tilting", a state in which the operation restriction does not act (an inactive state of the operation restriction function) is maintained for a certain time (a period of the determination time T) even if an object is detected within the detection range. Thus, the situation in which the vehicle body 50, which is lowered while traveling obliquely, is suddenly decelerated due to the action restriction being effected by the detection of the slope at the rear of the vehicle body when it is lowered along the slope is avoided, and the uncomfortable feeling caused by the unexpected sudden deceleration by the operator can be avoided.

After the counted restriction release duration T reaches the determination time T, the counting of the restriction release duration T is stopped and reset (S37), and the normal state in which the operation restriction is performed when the object is detected is returned.

Next, a process when the tilt state v2 is changed to "tilt" in step S35 (yes in step S35) will be described. The following is assumed for this process: after the vehicle body 50 changes from "tilting" to "non-tilting", it again becomes "tilting" during the counting of the restriction release duration t. In this case, since the process is required to return to the tilted state again (S24 and thereafter in fig. 9), the counting stop and reset of the restriction release duration t are performed at the time point of the "tilt" (S36), and the control command in the non-tilted state is terminated (S25).

Fig. 11 is a flowchart showing the processing content of the limitation control in the non-detection state (S44) in the sub-process of the limitation control processing in the non-tilting state of the operation limitation instruction unit 39.

In the processing of this sub-process, the action restriction is released in the non-inclined state. First, whether the lock switch 15 is turned off is determined (S51), and if the lock switch 15 is turned off, the rotational speed command v8 is set to "maximum rotational speed" (for example, 2000 rpm) (S52), the turning stop command pressure v9 is set to "open pressure" (for example, 4 MPa) (S53), the running stop command pressure v10 is set to "open pressure" (for example, 4 MPa) (S54), and if the lock switch 15 is not turned off, the process is returned. When the lock switch 15 is turned off, the lock valve 26 is in the off position, and the entire operation of the vehicle body 50 is disabled. That is, the operation restriction is released when no object is detected and the vehicle body 50 does not start to move. By doing so, the operation restriction is released for the object not being detected when the operation levers 17, 18, 19 are operated, and the abrupt start of the movement or the abrupt acceleration of the vehicle body 50 is not generated, so that the uncomfortable feeling caused by the unexpected speed change of the operator can be avoided.

The revolution stop command pressure v9 and the travel stop command pressure v10, which are the calculation results of the operation restriction command unit 39 described in fig. 9 to 11, are sent to the solenoid valve control unit 40, and the rotation speed command v8 is sent to the engine rotation control unit 41.

(detailed description of the control units electromagnetic valve control unit)

Fig. 12 is a flowchart showing the processing of the solenoid valve control unit 40.

The solenoid valve control unit 40 is a control unit that actually drives the turning pilot pressure limiting solenoid valve 34 and the traveling pilot pressure limiting solenoid valve 35, which are vehicle body operation limiting means, in accordance with solenoid valve pressures of the turning stop command pressure v9 and the traveling stop command pressure v10, which are calculation results of the operation limiting command unit 39.

First, it is determined whether or not the swing stop command pressure v9 transmitted from the operation restriction command unit 39 is the "cut-off pressure" (S55). When the turning-stop command pressure v9 is the "cut-off pressure", the turning-pilot-pressure cut-off solenoid current v11 is set to the "cut-off current" (for example, 600 mA) (S56). When the turning stop command pressure v9 is not the "cut pressure" (in the case of the "open pressure"), the turning pilot pressure cut solenoid current v11 is set to the "open current" (for example, 0 mA) (S57).

Next, it is determined whether or not the travel stop command pressure v10 transmitted from the operation restriction command unit 39 is the "cut-off pressure" (S58). When the travel stop command pressure v10 is the "cut-off pressure", the travel pilot pressure cut-off solenoid current v12 is set to the "cut-off current" (for example, 600 mA) (S59). When the travel stop command pressure v10 is not the "cut pressure" (in the case of the "open pressure"), the travel pilot pressure cut solenoid current v12 is set to the "open current" (for example, 0 mA) (S60).

The vehicle body controller 14 incorporates a solenoid valve driver, which is an analog output circuit for driving a solenoid of the proportional solenoid valve, and causes a current to flow in the circuit so as to become a turning pilot pressure cut solenoid current v11 and a traveling pilot pressure cut solenoid current v12, thereby driving the turning pilot pressure limiting solenoid valve 34 and the traveling pilot pressure limiting solenoid valve 35 (S61).

(detailed description of the control units the engine rotation control unit)

Fig. 13 is a flowchart showing the processing of the engine rotation control unit 41.

The engine rotation control unit 41 selects, under predetermined conditions, a required rotation speed corresponding to the engine control dial voltage operated by the operator, a required rotation speed corresponding to the operation amounts of the operation levers 17, 18, 19, a required rotation speed corresponding to the operating environment such as the radiator water temperature, the operating oil temperature, etc., and transmits the selected rotation speed to the engine control device 21 as the engine target rotation speed v14 by CAN communication, thereby realizing the engine actual rotation speed required as the vehicle body 50. Although not described in detail in the present embodiment, the required rotation speed based on the processing common to the conventional hydraulic excavator other than the rotation speed command v8 transmitted from the operation restriction command unit 39 is calculated in advance as the reference required rotation speed v13 by the processing of the portion not shown in fig. 13 (S62). The comparison of the rotation speed command v8 and the reference required rotation speed v13 is performed at the final stage of the processing of the engine rotation control unit 41.

The engine rotation control unit 41 then executes the calculation processing of the reference required rotation speed v13 (S62), and determines whether or not the rotation speed command v8 sent from the operation restriction command unit 39 is greater than the reference required rotation speed v13 (S63). When the vehicle body operation restriction is not in effect, the rotation speed command v8 is a "maximum rotation speed" (for example, 2000 rpm) that is greater than the reference required rotation speed v13, and therefore, in this case, the engine target rotation speed v14 is set to "reference required rotation speed v13", and the hydraulic excavator 100 can be used as a normal hydraulic excavator (S64). When the vehicle body operation restriction is in effect, the rotation speed command v8 is a "restriction rotation speed" (for example, 800 rpm) equal to or less than the reference required rotation speed v13, and therefore, in this case, the engine rotation speed is restricted forcibly by setting the engine target rotation speed v14 to "rotation speed command v8", and the operation of the vehicle body 50 is restricted (S65).

(effects of the embodiment)

As described above, the hydraulic excavator (construction machine) 100 according to the present embodiment includes: an operable vehicle body 50;3D sensors (obstacle detection devices) 5, 6, 7, 8 that detect obstacles present around the vehicle body 50; a tilt angle determination device (tilt angle detection device) 9 that detects a tilt angle of the vehicle body 50; and a vehicle body controller (control device) 14 that is equipped with an operation restriction function that performs restriction control for restricting the operation of the vehicle body 50 when an obstacle is detected by the 3D sensors (obstacle detection devices) 5, 6, 7, 8, and that disables the operation restriction function when the restriction control is not performed by the operation restriction function when the inclination angle of the vehicle body 50 exceeds a predetermined threshold (inclination determination threshold C1) (when the inclination state v2 becomes "inclined"), and that disables the operation restriction function when the restriction control is performed by the operation restriction function when the inclination angle of the vehicle body 50 exceeds a predetermined threshold (inclination determination threshold C1) (when the inclination state v2 becomes "inclined").

When the limitation control is executed by the operation limitation function when the inclination angle of the vehicle body 50 exceeds the predetermined threshold (inclination determination threshold C1) (when the inclination state v2 becomes "inclined"), the vehicle body controller (control device) 14 releases the limitation control and disables the operation limitation function after the operation levers 17, 18, 19 that operate the actuators that operate the vehicle body 50 are in the non-operation state.

According to the present embodiment, if the operation restriction does not function when the vehicle body 50 is tilted, the operation restriction function is disabled, and if the operation restriction does function, the restriction control function is not disabled. In addition, even if the inclination angle of the vehicle body 50 increases during the restriction control, the restriction control is not released (the operation restriction function is not disabled) as described above in the case where the vehicle body is in operation, for example, the operation restriction function is disabled by releasing the restriction control after the operator sets the operation levers 17, 18, 19 to the non-operation state. This can prevent automatic release of the operation restriction accompanying unexpected rapid acceleration or the like by the operator and discomfort caused by the automatic release.

In the above-described embodiment, the control unit of the vehicle body controller 14 performs the restriction control for restricting the travel (of the lower traveling body 1) and the turning operation (of the upper turning body 2), but the operation of the front working machine 3 attached to the upper turning body 2 may be restricted together with or instead of the travel and turning operation.

The present invention is not limited to the above-described embodiments, and includes various modifications. The above-described embodiments are described in detail for the purpose of easily explaining the present invention, and are not limited to the embodiments having all the configurations described.

The functions of the controller according to the above embodiment may be partially or entirely implemented by hardware, for example, by being designed in an integrated circuit. The program for realizing the functions may be interpreted and executed by a processor and may be realized by software. The information such as programs, tables, and files for realizing the respective functions may be stored in a recording device such as a hard disk or SSD (Solid State Drive), or a recording medium such as an IC card, an SD card, or a DVD, in addition to the storage device in the controller.

Symbol description

1. A lower traveling body,

2. An upper revolving body,

3. A front working machine,

3a movable arm,

3b bucket rod,

3c bucket,

3d boom cylinder (actuator),

3e arm cylinder (actuator),

3f bucket cylinder (actuator),

3g of a travel motor (actuator),

A 3h rotary motor (actuator),

4. A cab (cab),

A 5 3D sensor (obstacle detection device),

6 3D sensor (obstacle detection device),

7 3D sensor (obstacle detection device),

8 3D sensor (obstacle detection device),

9. Inclination angle determination device (inclination angle detection device),

10. A detection region,

11. A detection region,

12. A detection region,

13. A detection region,

14. A vehicle body controller (control device),

15. A locking switch,

16. An engine control dial,

17. A rotary operating lever (operating lever),

18. A driving operation lever (operation lever),

19. A front operating lever (operating lever),

20. An engine(s),

21. An engine control device,

22. A hydraulic pump,

23. A control valve,

24. A hydraulic source,

25. A pump regulator,

26. A locking valve,

27. A pump flow control pressure sensor,

28. A rotary operation pressure sensor,

29. A driving operation pressure sensor,

30. A front operation pressure sensor,

31. A pump discharge pressure sensor,

32. A surrounding detection monitor,

33. Warning buzzer,

34. A rotary pilot pressure limiting electromagnetic valve,

35. A driving pilot pressure limiting electromagnetic valve,

36. A detection and judgment part,

37. An inclination determination part,

38. An operation state determination part,

39. An operation restriction instruction unit,

40. A solenoid valve control part,

41. An engine rotation control unit,

50. A vehicle body,

100. Hydraulic excavators (construction machines).

Claims

1. A construction machine is provided with:

an operable vehicle body;

an obstacle detection device that detects an obstacle existing around the vehicle body;

a tilt angle detection device that detects a tilt angle of the vehicle body; and

a control device equipped with an operation limiting function for executing limiting control for limiting the operation of the vehicle body when the obstacle detecting device detects an obstacle,

the control device disables the operation limiting function when the inclination angle of the vehicle body exceeds a predetermined threshold value, characterized in that,

the control device does not deactivate the operation limiting function even when the limitation control is executed by the operation limiting function when the inclination angle of the vehicle body exceeds a predetermined threshold value.

2. The construction machine according to claim 1, wherein the working machine is,

the construction machine comprises: an operation lever for operating an actuator for actuating the vehicle body,

When the control device executes the restriction control by the operation restriction function when the inclination angle of the vehicle body exceeds the predetermined threshold value, the control device releases the restriction control and disables the operation restriction function after the operation lever is in a non-operation state.

3. The construction machine according to claim 1, wherein the working machine is,

the obstacle detection device has a detection area for detecting an obstacle in a range of a predetermined depth and width from the vehicle body and a predetermined height or more from the ground,

the control device sets an angle smaller than an inclination angle of the vehicle body when the detection area is in contact with the ground due to the inclination of the vehicle body as the threshold value for disabling the operation restriction function.

4. The construction machine according to claim 1, wherein the working machine is,

the control device may continue the invalidation of the operation limiting function for a predetermined time from when the inclination angle of the vehicle body is lower than the predetermined threshold value in a state where the operation limiting function is invalidated.